IRJET- Lane Capacity of Highway

International Research Journal of Engineering and Technology (IRJET)

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Volume: 08 Issue: 07 | July 2021

p-ISSN: 2395-0072

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LANE CAPACITY OF HIGHWAY S. S. Ghule1, Prof. K. P. Nichat2 1,2Civil

Engineering Department (M-tech Transportation), G. H. Raisoni University Anjangaon Bari Rd, Badnera, Amravati, Maharashtra 444701, India ---------------------------------------------------------------------***---------------------------------------------------------------------2. PROPOSED WORK Abstract - Capacity of a transport facility means the maximum number of vehicles, passengers, per unit time which can be accommodated under given conditions with a reasonable expected rate. The Highway Capacity Manual (2010) defines the capacity as the maximum rate at which persons or vehicles can be reasonably expected to traverse a point or a uniform segment of a lane or roadway during a given time period, under predominant roadway, traffic and control conditions.

Project location – The Entire project road (NKT Road, SH141) having length Approx.140 km. In accordance with administrative boundaries, the project road is divided into four packages, however our thesis study only two packages are considered. The studied packages are following in Ahmednagar District. The location of project corridor is shown in below figure.

Package-I start at Ahmednagar (Chandani Chowk) Ch. 0+000 & ends at Taluka Boundary of Shreegonda-Karjat (38+775).

It follows 38.775 Km length of overall length of project. From entire length of project 27.75% length is situated in this package. The entire road follows two lane paved shoulder.

The average rainfall is 345 mm.

Package-II Start from Taluka boundary of Shreegonda-Karjat (Km 38+775) to Ahmednagar-Solapur District boundary (Km 80+390). This Package located in Ahmednagar. The total length of package is 41.615 Km. From whole length of project 29.79% length follows Package-II.

Key Words: Traffic volume, level of service, growth rate, planning, traffic composition, widening, future growth, projected traffic, PCU, PHF, etc.

1.INTRODUCTION Capacity analysis is fundamental to the planning, design and operation of roads, and provides, among other things, the basis for determining the carriageway width to be provided at any point in a road network with respect to the volume and composition of traffic. Moreover, it is a valuable tool for evaluation of the investments needed for future road construction and improvements, and for working out priorities between the competing projects.

2.1 PCU FACTORS ADOPTED FOR THE STUDY The PCUs adopted for the analyses are as per IRC-64 “Capacity of Rural Roads”. The PCU factors for different vehicle types are presented in Table.

1.1 Aim

Table-1: PCU Factors for Different Modes

To determine lanes of highways to accommodate heterogeneous traffic with safe & smooth flow.

Type of Vehicle Two-wheeler/Bicycle Car/Jeep/Auto rickshaw LCV/Minibus/Tractor without trailer Bus/Truck (excluding multi- axle truck) Multi axle truck/Tractor with trailer Animal Drawn Vehicles Hand Cart Bullock Cart

1.2 Objectives The objective of thesis was to investigate various methods that can be used to estimate Lane capacity of project road.

Following tasks were performed to desired results for Lane capacity Analysis:  Collecting data required for Lane capacity estimation from project site & analyzing data.  To list out factors affecting lane capacity Analysis of Highway.  Finding out the methods of estimation of capacity of highway  Identify the simplest method for highway capacity analysis, which we can use for further new project.  To evaluate design Service Volume & Level of Service.  Different methods of estimating capacity values are compared with each other, as with HCM value

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PCU Equivalent 0.5 1.0 1.5 3.0 4.5 6.0 3.0 8.0

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International Research Journal of Engineering and Technology (IRJET)

e-ISSN: 2395-0056

Volume: 08 Issue: 07 | July 2021

p-ISSN: 2395-0072

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2.2 PCU FACTORS ADOPTED FOR THE STUDY The PCUs adopted for the analyses are as per IRC-64 “Capacity of Rural Roads”. The PCU factors for different vehicle types are presented in Table.

Table -2: PCU Factors for Different Modes Type of Vehicle Two-wheeler/Bicycle Car/Jeep/Auto rickshaw LCV/Minibus/Tractor without trailer Bus/Truck (excluding multi- axle truck) Multi axle truck/Tractor with trailer Animal Drawn Vehicles Hand Cart Bullock Cart

PCU Equivalent 0.5 1.0 1.5 3.0 4.5 6.0 3.0 8.0

2.3 DATA COLLECTION Primary traffic surveys are intended to understand the base year travel. These surveys Include following parameter as per IRC: 108-2015: 1. Classified Traffic Volume Count (CTVC) Survey and Turning Movement count (TMC) 2. Origin-Destination Survey 3. Intersection Volume Count

Fig -1: Key Map

Secondary data may consist of the following:        

Population Fuel-sales data along the project highway Agricultural and/or industrial output in the influence area of project highway Socio-economic data of the PIA, including economic parameters (Net District Domestic Product/Net State Domestic Product, Per capita Income) in the PIA. Past traffic data on proposed project corridor and/or surrounding road network Vehicle registration data (mode-wise/vehicle category wise) Land-use development plans viz. upcoming township, industrial unit/ SEZ etc.

Transport network/link development/improvement plan with the PIA

Table -3: Average Daily Traffic (ADT) in terms of vehicles Traffic Data Vehicle Type 2W 3W LMV G. Bus Pvt. Bus

Fig -2: Location Map

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TMC -1 (Ch. 10+000)

MB-I (Ch. 19+000)

MB-II (Ch. 55+000)

4162 70 2324 272 36

5473 134 2866 479 63

2820 228 2423 540 91

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Traffic Data Vehicle Type Mini Bus LCV 2A 3A 4-6 A 7A/ HCM Tractor Without Trolley Tractor with Trolley Cycle B cart other Total

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TMC -1 (Ch. 10+000)

MB-I (Ch. 19+000)

MB-II (Ch. 55+000)

47 977 886 1887 3657 14

55 1089 604 1116 2029 14

66 1278 774 1200 1935 17

12

16

54

19

24

236

13 0 14376

23 15 14000

84 56 11802

Table -5: Annual Average Daily Traffic (AADT) in terms of vehicles Traffic Data Vehicle Type 2W 3W LMV G. Bus Pvt. Bus Mini Bus LCV 2A 3A 4-6 A 7A/ HCM Tractor Without Trolley Tractor with Trolley Cycle B cart other Total

Table -4: Average Daily Traffic (ADT) in terms of PCU Traffic Data Vehicle Type 2W 3W LMV G. Bus Pvt. Bus Mini Bus LCV 2A 3A 4-6 A 7A/ HCM Tractor Without Trolley Tractor with Trolley Cycle B cart other Total

TMC -1 (Ch. 10+000)

MB-I (Ch. 19+000)

MB-II (Ch. 55+000)

2081 70 2324 816 108 71 1466 2658 5661 16457 63

2737 134 2867 1437 189 83 1632 1811 3349 9132 64

1411 229 2423 1621 273 99 1917 2322 3600 8709 76

18

25

82

86

109

1063

7 0 31884

12 83 23657

42 394 24254

TMC -1 (Ch. 10+000)

MB-I (Ch. 19+000)

MB-II (Ch. 55+000)

3663 62 2045 245 32 42 879 797 1698 3291 13

4816 118 2522 431 57 57 979 543 1004 1826 13

2482 201 2132 486 82 59 1150 697 1080 1742 15

11

14

49

17

22

212

13 0 12808

23 14 12432

84 54 10525

Table -6: Annual Average Daily Traffic (AADT) in terms of PCU Traffic Data Vehicle Type 2W 3W LMV G. Bus Pvt. Bus Mini Bus LCV 2A 3A 4-6 A 7A/ HCM Tractor Without Trolley Tractor with Trolley Cycle B cart other Total

2.4 SEASONAL CORRECTION FACTOR (SCF) Seasonal Correction factors is calculated from the fuel consumption on project highway petrol pump. The data collected from petrol pump & calculated SCF which is different for petrol & diesel vehicles given below.

For Passenger vehicles 0.88 for Passenger vehicles.

TMC -1 (Ch. 10+000)

MB-I (Ch. 19+000)

MB-II (Ch. 55+000)

1832 62 2045 735 96 63 1319 2391 5094 14810 59

2408 118 2522 1293 171 75 1469 1629 3012 8217 59

1241 201 2132 1458 246 89 1725 2091 3240 7839 68

17

21

74

77

99

954

7 0 28607

12 77 21182

42 383 21783

For Freight vehicles 0.90 for Freight vehicles.

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International Research Journal of Engineering and Technology (IRJET)

e-ISSN: 2395-0056

Volume: 08 Issue: 07 | July 2021

p-ISSN: 2395-0072

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3. CAPACITY ESTIMATION OF PROJECT ROAD NH 516 A

Highway Capacity Manual -2000 published by TRB (Transport research board, America). The computed capacity of existing facility is presented in following Table.

We proposed four lane for project road in accordance with MoRTH circular No. RW/NH-33044/37/2015/S&R(R) Dated 26/05/2016. The traffic in terms of AADT already crosses 10,000 PCU therefore Four lane is mandatory as per MoRTH policy. However, capacity of said road under four lane configurations is need to verify for its further Augmentation.

The capacity estimation of project road NH 516 A is prepared on the basis of AADT and peak hour share. The section wise AADT and its peak hour share is presented below.

Table -10: Computed Maximum traffic volume

AADT (PCU) Peak Hour Traffic (PCU) Peak Hour Share (%)

Section –II 38+775 to 80+390 21783

1644

1505

7.76%

6.91%

Section –I 0+000 to 38+775 40000

Section –II 38+775 to 80+390 40000

7.76% 51,546

6.91% 57,887

Criteria Section –I (0+000 to 38+775) Section –II (38+775 to 80+390)

A

B

0.35

0.50

0.70

0.85

1.00

36082

51546

72165

87629

103093

40521

57887

81042

98408

115774

E

C

D

E

2024

2034

2041

2045

2048

2025

2036

2043

2047

2050

1.

4.1 RECOMMENDATION The project road (NH 516 A) becomes operational -----------Under LOS A ------ free flow condition till 2022.

Under LOS B ---- Steady flow condition till 2033.

Under LOS C ---- Steady flow with slight conflict condition till 2040.

Hence, the upgradation of this road for four-lane width.

3.1 Q-MAX OF PROJECT HIGHWAY Maximum volume that can be accommodating on the road Q MAX is considered road capacity. The maximum capacity of project segments is determined through IRC-64-1990 and

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B

In this synopsis we are taking traffic count on selected locations, Calculate Peak hour flow, Calculate Q-max, Calculate Lana capacity of road.

After completion of study we are following conclusion made 1. Existing road need upgradation as traffic increases yearly by 5%.

2. Existing Two-lane width insufficient after 2024.

3. As per the study Four Lane Capacity for Section-I is 103093 PCU, for Section-II is 115774 PCU.

Table -9: Proposed Level of Service

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End of Level of Service in year A

4. CONCLUSIONS

Therefore, Section wise DSV for respective peak hour share and for every LOS @ project road becomes

Level of Service C D

115774

Table -11: Calculated Level of Service

Table -8: Design Service Volume

Criteria LOS Max V/C Ratio DSV (SECT- I) DSV (SECT- II)

101302

As the project road is divided into Two segments, (Ahmednagar District) From Ch. 0+000 to 80+390. The following table of Capacity analysis indicates present and upcoming Scenario of Level of service of road till ultimate capacity (Break down stage) for both segments.

By considering 5% growth rate the year wise analysis for every section and for every LOS is as below.

Therefore, Section wise DSV for respective peak hour share and for LOS B becomes

As per IRC-64-1990 and for 10% peak hour share Peak Hour Share (%) DSV for LOS B

43415

90206

Four lane + Paved shoulders (PCU per Day ) 98522

Four lane (PCU per Day)

3.2 LANE CAPACITY ANALYSIS

Section –I 0+000 to 38+775 21182

Description

Sect –II

Section

Table -7: AADT & Peak Hour Share

Description

Sect –I

Existing Two lane (PCU per Day) 38660

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International Research Journal of Engineering and Technology (IRJET)

e-ISSN: 2395-0056

Volume: 08 Issue: 07 | July 2021

p-ISSN: 2395-0072

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REFERENCES 1.

Manu B K & Dr. M R Rajashekhara, “Investigation on level of service based on traffic projections for state highway”, International Journal of Engineering Research and General Science, Issue 2, Volume 3, March-April, 2015, Pp 331-338.

2. Errampalli Madhu and S. Velmurugan “Estimation of Roadway Capacity of Eight-lane Divided Urban Expressways under Heterogeneous Traffic Through Microscopic Simulation Models”, International Journal of Science and Technology Education Research, Volume 1(6), November 2011.

3. S. Velmurugan et. al., “Critical Evaluation of Roadway Capacity of Multi-Lane High Speed Corridors Under Heterogeneous Traffic Conditions Through Traditional and Microscopic Simulation Models”, Journal of the Indian Roads Congress, October-December 2010, Pp 236-264.

4. S. Anand et. al., “Development of Passenger Car Unit (PCU) Values For Malaysia”, Journal of the Eastern Asia Society for Transportation Studies, Vol.3, No.3, September, 1999, Pp 73-80.

5. Yahya Sarraj & Israa Jadili, “Estimating Passenger Car Unit Factors for Buses and Animal Driven Carts in Gaza City, Palestine”, 4th International Engineering Conference, 2012, Pp 1-13.

6. Prof. Satish Chandra et. al., “Indian Highway Capacity Manual (Indo-HCM), Council of Scientific & Industrial Research (CSIR), New Delhi, December 2017.

7. Mohammed Feroz Ahmed Khan et. al., “Assessment of Roadway Capacity for A Four- Lane Divided Road Under Heterogeneous Traffic”, International Journal of Technical Innovation in Modern Engineering & Science (IJTIMES), Volume 4, Issue 8, August-2018, Pp 224-236.

8. Dr. Satish Chandra, “Capacity estimation procedure for Two lane roads under mixed traffic condition”, Pp 139170.

9. Highway Capacity Manual (TRB HCM2000), Transport Research Board, Washington.

10. MoRTH circular No. RW/NH-33044/37/2015/S&R(R) Dated 26/05/2016.

11. Guidelines for Capacity of Roads in Rural Areas, IRC: 641990.

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